Controlling system for electric motors.



No. 773,832. PATENTED NOV. 1, 1904.

G. WESTINGHOUSE.

CONTROLLING SYSTEM FOR ELECTRIC MOTORS.

' APPLICATION FILED MAR. 18. 1903.

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PATENTED NOV. 1,1904. G. WESTINGHOUSE.

GQNTROLLING SYSTEM FOR ELECTRIC MOTORS.

APPLICATION FILED MAR.18,1903.

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7 SHEETS-$113111 2.

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No. 773,832. 7 PATENTED NOV. 1, 1904. G. WESTINGHOUSE.

CONTROLLING SYSTEM FOR ELECTRIC MOTORS.

APPLICATION FILED MAR. 1a. 1903.

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INVENTPR I I TTUHNEY.

No. 773,832. I PATENTED NOV. 1,1904.

G. WESTINGHOUSE.

CONTROLLING SYSTEM FOR. ELECTRIC MOTORS.

APPLIUATIOH FILED MAE. 1B. 1903. no MODEL. 7 SHEETS-SHEET 4.

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WITNESSES: IIVYEIITOR No. 773,832. PATENTED NOV. 1, 1904.

-G. WESTINGHOUSE. I CONTROLLING SYSTEM FOR ELECTRIC MOTORS.

. APPLIGATION FILED MAR. 18. 1903.

NO MODEL. 7SHEETS-SHEET 5.

WITNESSES:

INVENTOI? AT; ORNEV.

PATENTED NOV. 1, 1904.

' G. WESTINGHOUSE.

CONTROLLING SYSTEM FOR ELECTRIC MOTORS.

-APPLIOATION FILED MAR. 18,1903.

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WITNESSES g @MRM PATENTED NOV. 1, 1904.

G, WESTINGHOUSE. CONTROLLING SYSTEM FOR ELECTRIC MOTORS.

APPLICATION FILED MAR. 18, 1903.

7 SHEETSSHEET 7.

N0 MODEL.

- patent.

UNITED STATES Patented November 1 1 904.

PATENT Tricia GEORGE VVESTINGHQUSE, OF PITTSBURG, PENNSYLVANIA.

CONTROLLING SYSTEM FOR EbECTRIC MOTORS.

SPECIFICATION forming part of Letters Patent No. 773,832, dated November1, 1904.

Application filed March 18, 1903.

To all whom it may concern:

Be it known that I, GEORGE VVEs'rINcHoUsE, a citizen of the UnitedStates, and a resident of Pittsburg, in the county of Allegheny andState of Pennsylvania, have invented a new and useful Improvement inControlling Systems for ElectricMotors, of which the following is aspecification.

My invention relates to multiple-control systems for electric motors andmotor-driven vehicles or trains; and it has for its object to providecertain improvements in the construction of the motor-controllers andthe governing-switches whereby the apparatus may be rendered more simpleand com pact in construction and more satisfactorily located than} hasbeen feasible-with the corresponding parts 1 of like systems such, forexample, as that set forth in Patent No. 62 L277, granted to me May 2,1899, my present invention being an improvement upon that set forth insaid controllers comprised in the system were of the ordinary drum typeand were operated in synchronism by pneumatically-actuated devices, thepneumatic pressure being controlled and applied by electromagnetic meansunder the control of a governing-switch located at any convenient butusually more or less distant point from the motor-controllers, the

said system being combined with an air-brake system, whereby thereservoirs of compressed 1 air which supplied the fluid-pressure foroperating thebrakes could also be drawn upon for operating thecontroller-drums, reversing-switches, and circuit-breakers of thesystem.

In the operation of heavy vehicles and trains, which require the use oflarge motors and heavy operating-currents, the motor-controllers if ofthe ordinary drum type, such as are employed in ordinary street-railwaywork, are necessarily of very large size, such that difficulty isexperienced in finding space in which to locate them, and difliculty isalso experienced in insulating the contact-pieces and extinguishing arcswhich are formed in passing from one position to another, so that theemployment of a different type of con- In the patent referred to themotor-.

' of vehicles.

and accessory apparatus.

Serial'No. 148,417- (No model.)

troller, which is susceptible of more compact arrangement and at thesame time one that will be substantially free from injury by reason ofarcs, is desirable.

In setting forth my present invention as embodied in a system forcontrolling electrically-operated vehicles or trains it is to beunderstood that it is primarily intended for and will generally be foundmost useful in controlling a plurality of cars coupled together toconstitute-a train, some or all of which are severally provided with twoor more propelling-motors, and also with a controller for such motorsand with one or two governingswitches, though in practice only onegovern ing-switch-that is, the one at the forward end of the forward carof the trainwill be utilized, it being connected in the system in suchmanner that all of the motor-controllers of the train will be governedto control the motors of the train in'synchronism. There is nothinginherent in the system, however, which precludes its use for controllinga single vehicle, whether equipped with one, two, or more motors or forcontrolling motors used for other purposes, though the construction ofthe controller and system, as here specifically set forth, is such as toprovide for the control of at least two motors in such manner that theymay be connected either in series or in parallel to vary the speed of avehicle or train.

Referring now to the accompanying drawings, in which I have illustratedmy invention as embodied in apparatus designed and adapted for practicalservice, but which is susceptible of modification as to form andrelative location of parts without affecting its mode of operation andresult, Figure 1 is a diagram of the controlling apparatus and circuitsfor two connected vehicles indicative of two motor-cars of a traincomprising any practicable number Fig. 2 is a diagram of power and motorcontrolling circuits and apparatus for one equipment comprising twomotors Fig. 3 is a plan view of a motor-controller constructed inaccordance with my invention. Fig. 4: is a sectional view, on a largerscale, of the controller shown in Fig. 3. Fig. 5 is a detail sideelevation, on a still larger scale, of a portion of the controller shownin Figs. 3 and 4. Fig. 6 is a longitudinal sectional view of themaster-controller or governing-switch. Fig. 7 is a sectional view takenon line VII. VII of Fig. 6. Fig. 8 is a section on line VIII VIII. ofFig. 6. Fig. 9 is a section on line IX IX of Fig. 8. Fig. 10 is alongitudinal section through the upper portion of the governingswitch,the section being taken at right angles to that of Fig. 6. Fig. 11 is atransverse section on line XI XI of Fig. 6.

As hercinbefore stated, my present invention is an improvement upon thatcovered by my prior patent, No. 624,277, and the pneumatic features aswell as the electric and elec tromagnetic governing features by means ofwhich the pneumatic pressure is controlled and applied are in manyrespects set forth in the said prior patent and in patents to E. R.Hill, Nos. 682,828 and 684,609, granted, respectively, September 17,1901, and October 15, 1901, and reference may therefore be had to thesepatents for such description of details of circuits and apparatus as isnot here given.

My present invention contemplates the employment ofind?pcndently-actuated switches for coupling the motors in series and inparallel and for varying the resistance of their circuit or circuits inorder to vary the speed of the vehicle or train driven thereby, asdistinguished from the employment of a controller having a single drumon which are mounted relatively immovable contact-pieces which makecooperative engagement with stationary contact-fingers'in order toeffect the changes of motor-circuits and variations of resistancetherein. Such changes in structure and mode of operation of themotor-controller obviously involve certain material changes in thecircuits and governing apparatus therefor, and these will bespecifically set forth.

WVhile the structure of the motor-controller may be made to assumewidely-varying forms, dimensions, and cooperative relations of partswithin the scope of operative conditions, I have devised a compact andsatisfactory operative combination, which I have illustrated in Figs. 3,4, and 5 and which will be now described, without intention, however, oflimiting the invention to specific details of construction. As hereshown, the motor-controller 1, which may be located beneath a car or inany other convenient place, has a frame comprising a base-piece 2, inthe form of a spider having a central hub 3 and radiating arms 4, afront casting 5 and an annular plate 6, bolted to the casting, all ofsaid parts being made of iron or steel. The casting 5 has a centralairchamber or reservoir 7 and. a plurality of annularly-arrangedcylinders 8, the number of which may be varied to suit the condltlons ofservice; but in the present instance I have shown thirtcensuchcylinders. These cylinders 8 are severally connected with the centralchamber or reservoir 7 by means of passages 9, 10, 11, and 12,controlled by a double valve 13, that is normally held in position toprevent the passage of air from the central chamber 7 to the cylinder 8by means of a coiled spring 14 and to permit the air to exhaust from thecylinder 8 to the atmosphere through a port 15. Each valve is moved inthe opposite direction to close the exhaustport and to open the passagesbetween the central chamber and the cylinder by means of anelectromagnet 16, the structure and mode of operation of which, as wellof the structure, mode of operation, and general arrangement of thevalves, ports, and passages just referred to, are fully set forth in thepatents hercinbefore mentioned. (See, for example, Fig. 3 of Patent No.624,277.) The number of electromagnets 16 may be equal to or less thanthe number of cylinders 8. according to the arrangement of circuits, thenumber of magnets in the present instance being eight, whereas there arethirteen cylinders. The reason for this arrangement and the relationwhereby it is made effective will be hereinafter more fully described.

Each cylinder 8 contains a piston 17, that is normally held in itsoutermost position by means of a coiled spring 18, which acts inopposition to the fluid-pressure and is provided with a piston-rod 19,the free end of which is pivotally connected to a clamping-collar 20,that is fastened to the outer or free end of an arm 21 of aswitch 22.This arm 21 is pivoted between ears 23, which are fastened to orconstitute an integral part of a bolt 24, which is mounted in theannular plate 6 and is insulated therefrom by means of a sleeve 25 andtwo washers 26 and 27 of non-conducting material. The bolt 24constitutes a binding-post, to the outer end of which is attached aterminal piece 28. The outer end of the arm 21 is pivotally connected toone end of an arm 29, having a contact-shoe 30, of copper or other goodconducting material, the adjacent portions of these two arms beingnormally in substantial alinement and held in that position by means ofa spring 31 and two limitingstops 32 and 33, one on each of the members.The ears 23, which constitute parts of the inner end of the binding-post24, are connected to the arm 29 by means of flexible copper strips 34,so as to insure a good conducting path for the current.

Rigidly clamped to the outer edge of the ring or annular plate 6 areboxes or chambers 35 of non-conducting and preferably refractorymaterial-such, for example, as pressed asbestos these being clamped inposition by means of bolts 36, the inner ends or heads 37 of which areprovided with shoes or contactplates 38, of copper or other goodconducting material, and the outer ends of which are provided withterminal pieces 39. These bolts are insulated from the plates 6 byinsulatingsleeves 10 and washers 4:1.

Clamped centrally between the casting 5 and the spider-hub 3 is ablow-out magnet 42. Since the arms of the spider project radially fromone pole of the magnet and the casting 5 and annular plate 6 bearsubstantially the same relation to the other pole, the lines of forcemainly follow these paths instead of taking a short path from pole topole through the air.

In order that the blow-out magnet 12 may exercise its function withmaximum effectiveness when the contact members of the switches areseparated, I suitably fasten to the annular plate 6 and to thespider-arms 1 alternately U-shaped pole-pieces 13, (see Fig. 5,) whichproject between the chambers such distances that the magnetic lines offorce will pass directly through the boxes or chambers 35 andtransversely between the contact members of the switches as they areseparated, and thus serve in the most effective manner to interrupt anyarcs which may be formed.

The central chamber 7 is connected to a source of compressed air, aswill be more fully hereinafter described, by means of a pipe 44.

It will be understood that the movable members of the switches 22 willbe thrown toopen position and be held in that position by thecorresponding coiled springs 18, acting upon the pistons 17, except whenthe valves 13 are operated by means of the electromagnets 16 to admitcompressed air into the cylinders 8 from the central chamber 7 tocompress the springs and move the movable members of the switches intocircuit-closing position. By reason of the hinge connection between thetwo parts 21 and 29 of these movable members the outer ends of thecontact-shoes will first come into engagement, and further pressure willcompress the spring 31 between the two parts, and thus effect a slidingmovement of the movable contact-plate 30 upon the stationary plate 38,thus serving to keep the surfaces clean and smooth and insure goodcontact. On the other hand, when the switches are opened the samesliding movement will take place and the final break will be at theouter ends of the contact-shoes.

The governing-magnets 16 are energized by means of current from asuitable source, a secondary battery being indicated in Fig. 1 as suchsource, and such a battery of comparatively small size will be suitableand suflicient for the purpose, since a comparatively small amount ofenergy is necessary to actuate the magnet-armatures and the valvesconnected thereto. In order that the magnets may be energized anddeenergized in the proper order to insure operation of the switches, soas to first connect the motors in series with each other and withresistance, then to gradually cut out the resistance, then to connectthe 1notors in parallel with resistance in circuit therewith, and,finally, to cut out the resistance and leave the motors in parallelwithout resistance, or to provide such of these changes as may bedesired to secure a speed which is less than the maximum speed, Iprovide a governing-switch or master-controller, the casing of which isshown in outline in Fig. 1, the contact portions and circuit connectionsof which are shown diagrammatically in Fig. 2, and the structuraldetails of which are shown in Figs. 6 to 11.

In order that the vehicle or train may be operated in either directionat will, I provide a reversing-switch 46, which may be operatedpneumatically and the application of pneumatic pressure to which may begoverned by electromagnets 47 and 48, the essential structural featuresof such reversing-switch being illustrated in the patents hereinbeforementioned.

The governing-switch or master-controller 4:9 is shown as provided withone set 50 of stationary contact-fingers, two of which are connected tothe reversing-switch magnets 17 and 18 and others to the several magnets16 of the set pertaining to the controller proper, as will behereinafter more specifically described, and the drum 51, whichcooperates with such fingers, is provided with two sets 52 and 53 ofcontact pieces or strips, so connected and arranged that if the drum isrotated in one direction it will first effect a movement of thereversing-switch in a corresponding direction and will then energize thecontroller-magnets in'such order as to connect the motors and vary theresistance in the motor circuit or circuits in accordance with thedesired speed variations. If the said governing-switch ormaster-controller is operated in the opposite direction, it willcorrespondingly first effect the operation of the reversingswitch andthen energize the motor-controller magnets in such order as to connectthe mo tors and vary the resistance of their circuit or circuits inaccordance with the desired speed variations. The circuit changes whichare actually effected by the means here shown will be hereinafter moreparticularly specified.

The fluid-pressure for operating the switches may be derived from anysuitable source; but if the vehicle or train is equipped with airbrakes,as will usually be the case and as is illustrated in Fig. 1 of thedrawings, the main reservoir or a supplemental reservoir of the systemmay be connected directly to the airchamber 7 by means of a pipe 14: anda suitable reducing-valve, if necessary, so that the desired pressuremay be always available for the operation of the switches. Since theswitches are closed only when the corresponding magnets are energized,any failure of battery-current by reason of disability of the batteryitself or by reason of a break anyi connected together bymeans ofacoiled spring where in its circuit will serve to instantly cut off thepower from the motors, and, furthermore, the governing-switch ormaster-controller will be automatically returned to Zero or off positionwhen released, and thus insure the opening of the power-circuit, as willbe hereinafter described.

The air-brake apparatus being well known in the art and being fully setforth in the patents hereinbefore mentioned need not be here described;but I have shown a modified means for effecting the interruption of thepower-circuit when the brakes are applied, although I do not claim thisspecific feature as of my present invention.

The battery-circuit is here shown as having a switch 54, themovablemember of which is mounted upon the rod 56 of a piston 57, the cylinder58 of which is connected, by means of a pipe 59, to the brake-cylinder60, and the cylinder of which is also provided with a coiled spring 61,which serves to normally hold the switch closed. W hen the brakes areapplied, the air will be admitted to the cylinder 58 through the pipe59, thus forcing the piston 57 upward against the action of the coiledspring 61, and thus separate the movable contact from the stationary contacts 55 of the switch, thereby opening the battery-circuit anddeenergizing any of the magnets 16 which may be energized at the time byreason of the position of the governing-switch. 1 have shown also acircuit breaker 62, which may be of any suitable con struction and beproperly connected to the air and electric circuits in substantially themanner set forth in any of the patents hereinbefore mentioned, so as toopen the powercircuit under such conditions as usually demand suchaction.

In the system set forth in the patents hereinbefore mentioned means moreor less independent of the movements of the govern ing-switch wereemployed for insuring a reasonably slow movement of the motor-controllerfrom its off to its full-on position. .In the use of the present form ofmotor-con troller it is desirable that the movement of thegoverning-switch or master-controller be graduated so as to secure thedesired slow and regulated speed at which the circuitchanges are made,and thus gradually accelcrate the speed of the motors.

Various means may be employed for regulating the movement of thegoverning-switch; but as one speciiicmeans for effecting this result 1have devised the construction shown in Figs. 6 to 11, inclusive, whichwill be now described. The drum 51 of the governingswitch 4L9 is mountedupon a shaft 63, the upper end of which has a bearing in a short shaft64, that is operated by means of a suitable handle and is journaled in abearing 66 in a frame 67. he shafts 63 and 6t are l l l l l l l 68, oneend of the spring being fastened to a pin or stud 6U, projecting from acollar it) on the shaft 6 2, and the other end being attached to asimilar pin or stud 71, projecting from a flange 72. with which thedrum-sleeve is provided at its upper end. This flange 72 is providednear its outer edge with a drum 73, on which is coiled a second spring 7T, one end of which is fastened to a pin or stud 75, pro jecting fromthe outer edge of the flange, and the other end of which is attached toa similar pin or stud T6, projecting from the frame 67. It follows fromthis construction that the shaft may be turned by means of theoperating-handle without turning the switchdrum, provided the latter isheld against movement, the movement of the shaft thus serving to placethe spring under tension or compression, according to the direction ofmovement of the handle. As the drum and its sleeve are turned whenreleased, their movement serves to place the outer spring 74 undertension or coin1 )1'essio1i, so that if the handle is released when theinner spring 68 is not held under tension or compression the outerspring'will serve to return the drum to its Zero or initial position.Mounted upon the lower end of the frame 67 and outside the same is asupplemental frame 77, having two chambers 78 and '79, one above theother, which are connected through two lower passages 80 and S1 and asingle upper PEISSRg'O S2 in a laterally-projecting arm 83 and smallports 84: at the ends of the same, above which is located a valve 85.The valve 85 ismountcd upon the stem of the armature of an electromagnet86, which may be of substantially the same construction as thosehereinbefore described and which may have its findingconnected to thepower-circuit. preferablyacross the field-magnet winding 87 of one ofthe motors, as indicated, so that in case the current flowing throughthe motor-circuit becomes excessive the magnet will draw down itsarmature and close the ports 8% by means of the valve. Attached to thelower end of the shaft 63, so as to extend completely across the annularchamber '79, is a plate-piston 8b, and opposite this piston when in itszero position is a partition 89, which is a continuation of a partition90 between the two passages 80 and 81. \Vhen the governing-switch is inits off or zero position, the piston 88 is immediately below a port 91in the wall between the sup1 )ly-chainber 78 and the piston-chamber 79,which is of materiallygreater width than the piston, so that as thepiston is moved in either direction it may be moved a distancecorresponding to two controller-notches without substantial resistancefrom the liquid with which these chambers are lilled; but after the edgeof the port has been passed by the piston the resistance of the liquidon account of the small size of the ports 8 L at the outer endsof thepassages 80, 81, and 82 will serve to retard the movement of the drum,the rate of retardation being readily predetermined and adjusted bymaking the ports 84 of the proper size. This retarding movement of thedrum will of course continue until it has completed its movement in theone direction or the other unless the current in the motorcircuitbecomes so large as to close the ports 84, in which case the movement ofthe drum will be stopped or further retarded until the current falls toa safe limit, and thus permits the valve 85 to open the ports 8 1. Inorder that the movement of the drum may not be retarded in its returncourse when the handle is released, I provide passages 92 and 93,leading, respectively, from the upper and the lower chambers at eachside of the partition 89 to valve-chambers 9 1, in which are locatedball-valves 95, that close the ports 96 between the passages 92 and thevalve-chambers against the flow of liquid through said passages from thepiston-chamber to the supply-chamber, but permit the liquid to flowfreely in the reverse direction. It follows, therefore, that after thecontroller drum passes the second notch in its movement away from itszero position it can operate at only the speed permitted by the rate offlow of the liquid through the ports 84; but its movement toward itszero position is substantially unimpeded, since the liquid is free toflow into the supply-chamber through the port 91 and back to thepiston-chamber through passage 92, port 96, chamber 94:, and passage 93.

A brief description will now be given of the circuits and circuitchanges whereby the speed of the vehicle or train is regulated. Sincethe master-controller effects the same circuit changes when it isoperated in the one direction from its zero position as when it isoperated in the other direction, except as regards its action upon thereversing-switch, it will be unnecessary to describe the operationexcept for one direction of movement from the zeroposition.Assumingthenthatthehandle is operated so as to move the drum to bringthe set of contacts 52 successively into engagement with thecorresponding fingers in position A, the current from the battery entersat finger 13+, passes through strips 0 and cl, leaves the controllerthrough finger R, goes through coil 47 of the reversing-switch, throughthe circuitbreaker, through the switch 98 back to the battery; Theenergizing of the coil 17 of the reversing-switch operates a valve, asset forth in the patents hereinbefore mentioned, in such manner as tocause the reversing-switch to be thrown to a position corresponding tothe direction in which the operator wishes the car or train to move. Atthe same time the circuit is closed at 97, thus providing a path aroundthe reversing-switch magnet 47, through the first magnet-coil 16 and thecircuit-breaker back to the battery. When the current passes through thefirst magnet-coil 16, it operates the first two switches 22 and opensthe switch 98 in order to break the circuit through the reversing-switchmagnet coil 47. This position of the controller is utilized only forthrowing the reversing-s witch so as to obtain the proper connectionsthrough it for the motors. In the first position the circuit describedfor position A is maintained, and in addition thereto there is nowestablished another circuit from the battery through finger B|,drum-contacts c and (Z, finger R, switch 97, the second magnet-coil 16,switch 99, controller-finger S, drum-contacts land k, and finger B tothe battery. The second magnet 16 operates the third and fourth switches22, and the power-current flowing from the collector T through thecircuitbreaker 62 has two parallel paths through the first and secondswitches 22, then passes through the fourth switch 22, resistances '1,r, W, and T the blow-out magnet-coil, motor No. 1, the third switch 22,and motor No. 2 to ground, (represented at Ur.) It is to be understoodthat for every operating position of the controller the power currentpasses through the reversing-switch; but since this is a condition thatobtains in all controllers and controller systems for railway-vehiclesthe description will be simplified by tracing the circuits withoutreference to the reversing-switch, it being obvious that after thereversing-switch is once thrown it does not in any way vary thecircuits. In the second position in addition to the above-describedcircuits there is now another circuit from the battery through fingerBl, drum-contacts c,

d, a, f, f, and e, finger S, the third magnetcoil 16, switch 99, fingerS", drum-contacts Z and 1%, and finger B to the battery. The thirdmagnet 16 closes the fifth switch 22 and the main current then flowsthrough the first and second switches 22 in parallel, the fifth switch22, resistances 9*, 0' and 1", the blowout magnet-coil, motor No. 1, thethird switch 22, and motor No. 2 to ground. In the third po sitionthe'additional circuit is through finger 13+, drum-contacts 0, (Z, a, f,and f, finger S, the fourth coil 16, the circuit-breaker and back to thebattery. The fourth magnet-coil 16 closes the sixth switch 22, and thepowercircuit is the same as in the second position, except that anadditional resistance r is cut out of circuit. In the fourth positionbeside the circuits corresponding to position A and the first and thirdpositions a new circuit is now established through finger B|,drum-contacts a, d, e, f, f, and g, finger S the fifth magnet-coil16,and the circuit-breaker back to to the battery. engages with finger S,and the fifth switch 22 opens. The power-current now flows through thefirst and second switches 22 in parallel,

the seventh switch 22, resistances 4' and r, the

blow-out coil, motor No. l, the third switch The drum-contact no longer22, and motor No. 2 to ground. In the fifth position the new circuit isthrough finger 13+ drum-contacts 0, (Z, c, f", f, ,0, and ZL, linger S,the seventh magnet-coil 16, and the circuit-breaker to the battery. Theseventh magnet-coil 16 closes the ninth and tenth switches 22, and thepower-current flows through the first and second switches 22 inparallel, also the ninth and tenth switches 22 in parallel, throughmotor No. 1, the third switch 22, and motor No. 2 to ground, the motorsbeing in simple series without resistance in circuit. In the sixthposition the controller-circuit is through finger 13+, drumcontacts 0and (Z, linger R, and switch 97. At point 100 the current divides, onepath being the same as that for position A and the other path beingthrough the eighth magnetcoil 16, switch 101, linger S, drum-contacts122, Z, and Z, and fingerB to the battery. By the action of the eighthmagnet-coil 16 the eleventh, twelfth, and thirteenth switches 22 areclosed, and the power-ciu'rent flows through the lirst and secondswitches 22 in parallel, the eleventh switch 22, resistances 1" and w,and the blow-out coil, where it divides, one part going through motorNo. 1 and the thirteenth switch 22 to ground and the other part goingthrough the twelfth switch 22 and motor No. 2 to ground, the motorsbeing therefore in parallel. 1n the seventh position besides thecontroller-circuit utilized in the sixth position another circuit isestablished through finger Bl, drumcontacts 0, (Z, a, and f, finger S,the fourth magnetcoil 16, and the circuit-breaker to the battery. Thepowercurrent divides at point 102, one part taking the same path as wasdescribed for the sixth position and the other part going through thesixth switch 22 and resistance o when it again unites with the otherbranch. The remainder of the circuit is the same as described for thesixth position. In the eighth position the additional controller-circuitis from the battery through linger 13+, drumcontacts 0, (Z, a, f andlinger S the fifth magnet-coil 16, and the circuit-breaker to thebattery. The fifth magnet-coil 16 closes the seventh switch 22. Thepowercurrent, therefore, now flows through the seventh switch 22,resistances 1" and 0-, the blow-out coil, and then through the motors inparallel, as described for the sixth position. In the ninth position thecontroller-circuit is from the battery, through linger 13+, drum- 2contacts 0, (Z, and a, finger S, the sixth magnet-coil16, switch 101,linger S drum-rings m, Z, and 7:, and linger 13-, to the battery. Thesixth magnet 16 closes the eighth switch 22, and the power-currenttherefore flows through the eighth switch 22, resistance 1", and theblow-out coil and then through the motors in parallel, as before. In thetenth position the batterycircuit is through finger 13+, drum-contactsa, (Z, c, f, g, and Zt, finger S, the seventh magnet-coil 16, and thecircuit-breaker to the battery. The ninth and tenth switches 22 areclosed by the seventh magnet-coil 16, and the power-current thereforeflows through them in parallel to point 103, where it divides, one partgoing through motor No. 1 and the thirteenth switch 22 to ground and theother part going through the twelfth switch 22 and motor No. 2 toground, the motors in this position being therefore connected inparallel without resistance.

Variations from what is shown and described as regards the number ofmotors, the number of resistance-sections, the number and arrangement ofswitches, and other features of the system may of course be made withoutdeparting from my invention, and 1 therefore desire it to be understoodthat only such limitations are to be placed upon the invention as may beimposed by the prior art.

1 claim as my invention-- 1. In a controlling system for electricmotors, the combination with a plurality of annularly-disposed andindependently-actuated contact members, of a centrally-locatedairchamber, pneuinatically-actuated means for moving each member intoits circuit-closing position, means for moving each of said members toopen-circuit position when released from pneumatic pressure,electromagnetically-actuated valves for applying and withdrawingpneumatic pressure and a governing-switch for energizing anddeenergizing the valve-actuating magnets in a predetermined order.

2. In a multiple controllingsystem for electric motors, the combinationwith a plurality of annularly-disposed and independently-actuatedcontacts for changing the grouping of the motors and the resistance oftheir circuits, of a centrally-located air-chamber,pneumatically-actuated means for said contacts. magnectically-actuatedvalves for applying and withdrawing the pneumatic pressure and agoverning-switch for energizing and delinergizing the valve-actuatingmagnets in a predetermined order.

In a controlling system for electricallypropelled vehicles or trains,the combination with a plurality of motors, of a plurality ofannularlydisposed and independe1'itlyactuated contacts for connectingsaid motors in series and in parallel and varying the resistance oftheir circuits, a centrally-located airchamber, pneumatically-actuatedmeans for moving the several contacts to circuit-closing position, meansfor moving the said contacts to open-circuit position when relieved frompneumatic pressure, electromagneticallyactuated valves for applying andwithdrawing said pneumatic pressure and a governing-snitch. forenergizing and deenergizing the valve-actuating magnets in apredetermined order.

at. In a multiple control system for electrically-propelled vehicles ortrains, the combinapneumatically-actuated means for closing saidswitches and springs for opening the same when relieved from pneumaticpressure, electromagneticallyactuated valves for applying andwithdrawingsaid pneumatic pressure and a manually-operatedgoverning-switch for energizing and deenergizing the valve-actuatingmagnets in a predetermined order.

6. In a multiple control system for electrically-propelled vehicles ortrains, a moter-controller comprising aframe having a centrallylocatedblow-out coil, a compressed-air chamber, a series of circuit making andbreaking switches, a series of cylinders having pistons connected to themovable members of said switches and electromagnetically-actuated valvesfor admitting air from said air-chamber to said cylinders and exhaustingthe same therefrom.

7. In a controller for electric motors, a plurality ofindependently-actuated contacts and a single blow-out magnet centrallylocated with reference to said contacts and having pole-pieces thatproject alternately from the poles of the magnet between adjacentcontacts.

8. In a controller for electric motors, the combination with a pluralityof annularly-disposed contacts, of a centrally-located blow-v out magnethaving pole-pieces which project between adjacent contacts.

9. In a controller for electric motors, the combination with a framehaving a plurality of annularly-disposed chambers and a blowout magnethaving pole-pieces projecting be tween adjacent chambers, of a pluralityof independently actuated switches the contact parts of which arelocated in said chambers.

10. In a controller for electric motors, the combination with a framehaving a central blow-out magnet, pole-pieces and a plurality ofchambers between which said pole-pieces project, ofindependently-actuated switches the contact members of which are locatedin said chambers.

11. In a controller for electric motors, the combination with a frame, acentrally-located blow-out magnet and a plurality of annularlydisposedchambers, of a plurality of independently-actuated switches the contactmembers of which are severally located in saidchambers and a pluralityof pole-pieces pro ecting alternately between adjacent chambers.

12. In a controller for electric motors, the combination with a framehavmg a central blow-out magnet and a plurality of annula-rly-' disposedchambers between which the polepieces of said magnet project, of aplurality of switches the contact members of which are severally locatedin said chambers, a plurality of cylinders and pistons the latter ofwhich are severally connected to said switches and means for applyingfluid-pressure to said cylinders independently and withdrawing the sametherefrom.

13. In a controller for electric motors, a magnetizable frame having acompressed-air reservoir and a set of cylinders provided with pistons,in combination with a plurality of chambers and a plurality of switchesthe contact portions of which are in said chambers and the movablemembers of which are operatively connected to said pistons.

14:. In a controller for electric motors, a frame comprising amagnetizable spider and a circular casting having a ring-plate extensionand having a blow-out magnet clamped centrally between the spider andcasting and a plurality of boxes clamped between the spider-arms and thering-plate extension, in

1 combination with a series of independentlyactuated switches thecontact members of which are located in the said boxes, means forapplying pneumatic pressure to the movable members of said switches toclose the same and means for moving said members to opencircuit positionwhen released from pneumatic pressure.

15. In a controller for electric motors, a frame comprising a circularcasting having a central air-chamber, a plurality of cylinderssurrounding the same and a ring-plate extension and a spider incombination with a blowout magnet clamped centrally between the casting.and the spider, a set of boxes clamped between the spider-arms and thering-plate extension, a set of switches the contact members of which'arelocated in said boxes, pistons located in said cylinders and connectedto the movable members of the switches, means for admitting air from theair-chamber to said cylinders and for exhausting the same therefrom andmeans for moving the pistons to open the switches when the air isexhausted from the cylinders.

16. In a controller for electric motors, a

magnetizable frame having two generally circular members, a blow-outmagnet clamped centrally between said members, a set of boxes clampedbetween the outer edges of said members and pole pieces projectingalternately from said members between adjacent boxes, in combinationwith a set of independently-actuated switches the contact members ofwhich are located in said boxes, means actuated by pneumatic pressure toclose said switches and springs operating to open the same when thepneumatic pressure is withdrawn, electropneumatically-actuated valvesfor applying and withdrawing pneumatic pressure and a governing-switchfor energizing and deenergizing the valve-operating magnets in apredetermined order.

17. In a master-controller for multiple-control systems, the combinationwith a drum and an operating-handle therefor, ot' a resil ient,lostmotion connection between said parts, a dash-pot for retarding themovement of the controller and means actuated by excessive current inthe motor-circuit for further retarding or stopping the movement of thedrum.

18. In a controller, the combination with a drum, an operating-handleand a lost-motion, resilient connection between said parts,of two liquidcontaining chambers connected by ports and. passages, a piston in one ofsaid chambers and connected to the controllerdrum and means operated byan excessive current in the motor-circuit to stop or materially impedethe movement of the drum during the time that such excessive currentcontinues to flow.

19. In a controller for electric motors, the combination with a drum, anoperating-handle and a spring connecting said parts and having such arange of movement as will permit the controller-handle to operatethrough its entire range of movement without carrying the drum with it,of a dash-pot having two liquid-containing chambers connected by portsand passages, a piston connected to the drum and located in one of saidchambers and means for stopping or materially retarding the flow ofliquid from the piston-containing chamber to the other when the currentin the motor-circuit becomes excessive.

20. Ina controller, the combination with a drum, an operating-handle anda spring connection between said parts, of a dash-pot comprising twoliquid-containing chambers, a piston connected to the drum shatt andlocated in one of said chambers, means for permitting a restricted flowof liquid when the piston is moved away from its zero position and meansfor permitting a free How of liquid when the piston is moved toward itszero position.

21. In a controller, the combination with a drum, an operating-handletherefor and a spring connection between said parts, of a retardingmeans for the drum comprising two liquid-containing chambers, a pistonconnected to the drum-shaft and located in one of said chambers, a portbetween said chambers and extending both sides of the piston when in itszero position, means for permitting a restricted How of liquid from thepiston-chamber to the adjacent chamber when the piston is moved awayfrom its ZOl'O position and means for permitting liquid to How freely inthe opposite direction when the piston is moved toward its zeroposition.

In a controller, the combination with a movable circuit-changing member,an operatinghandle and a spring connection between said parts, ofretarding means for said member comprising a revolving piston attachedthereto, two liquid-containing chamlmrs in one of which said piston islocated. ports and passages between the said chambers for permitting aslow movement of the piston away from its zero position and a rapidmovement toward its zero position and a spring for returning the pistonand the movable member ol the controller to zero position when released.

23. In a controller, the combination with a drum, an operating-handletherefor, a spring connection between said parts and a spring vtendingto return the drum to and hold it in zero position, of a retarding meanscomprising a revolving piston attached to the drumsha't't, aliquidcontaining chamber for said piston, a supply-chmnber and ports andpassages between said chambers arranged to permit a restricted flow ofliquid when the piston is moved from its ZOI'O position and a treeflowot liquid when the piston is moved toward its zero position.

In testimtmy whereof .I have hereunto subscribed m v name this 12th davof March, 1003.

(arlGO. \VIGS'II NG l IOUSE. \"Vitnesscs:

James B. YOUNG, BIRNEY l'lINES.

